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We drive the 2018 Jeep Wrangler Rubicon...on the Rubicon

Time for a trail test and a little history of the legendary Jeep off-road package

September 6, 2018

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The sound of steel scraping along solid granite is jarring the first time you hear it. And when the frame suddenly drops two feet onto a boulder with a clunk and sends a shockwave through your spine, you’re terrified something has broken—either on you or the Jeep. But after a couple of hours on the Rubicon Trail, these sounds aren’t surprising anymore. Even Jeep’s most capable machine, the 2018 Jeep Rubicon, can’t escape constant metal-on-rock contact.

This Rubicon is the latest in a line of Jeep’s most capable models that stretches back fifteen years. The new Jeep is tall and has excellent ground clearance but it’s a tyke compared to the lifted Jeeps, Land Cruisers and Broncos we see here on the trail. Still, no other showroom stock vehicle can touch its performance on the Rubicon.

Jeep brought us here to learn just how capable its flagship four-wheeler has become. And there’s no better place to show off those skills than the trail that gives this Jeep its name—the Rubicon. The legendary 22-mile trail which slices through California’s High Sierras is a relentless and ruthless test of a machine’s mettle and a driver’s stamina, used by recreational four-wheelers since the 1950s. This is rock crawling, so everything happens at, well, a crawl. The average speed on some sections of the Rubicon is probably less than 1 mph. But when a Jeep is balancing precariously on its squished sidewalls between two boulders and a front tire is sky high in the air—1 mph is plenty to keep the drive interesting.

This isn’t our first time on these rocks. We’ve had a chance to drive the trail twice before: once in a first-generation TJ Rubicon back in 2003, and a second time in a 2012 JK Rubicon. Each of the three generations of Jeep Wrangler Rubicon is extremely capable and each its own personality. But as popular as the Rubicon model has become, the original package took quite a bit of work from some very passionate Jeep engineers to get approved for production.

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Origins of the Rubicon

In the late-1990s, a dedicated group of Jeep engineers (who just happened to be off-road enthusiasts themselves) interviewed Jeep Wrangler owners at the company’s Camp Jeep events. The goal? To find out exactly how they could improve their flagship 4X4. Vehicle Development Manager, Jeep Platform, Jim Repp and his team learned that these four-wheelers wanted a more capable Wrangler. And the data from these meetings suggested that the numbers could be big.

“We sent a memo to our manager Mike Gabriel in 1998 about doing a super duty off road package for the Wrangler,” says Repp. “The initial response was: ‘Why? We already have the most capable vehicle.”

Repp and former Jeep engineer Dave Yegge weren’t discouraged. They pressed on with the idea and the Wrangler off-road package became a clandestine project within Jeep.

“The real work didn’t start until late 1999 or early 2000. We snuck the parts we built onto Jeeps in the shop or even at people’s houses on the weekend—secretly, the bosses didn’t know about it, says Repp. “Yegge even bought parts on his personal credit card. We’d probably be fired if we attempted something like that today.”

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The team tested all variety of 4WD equipment, from lockers and axles to transfer cases and tires to see what would hold up under extreme four wheeling and what would break. Repp says they even built Jeep Wranglers with V8s designed to stress the axles to the point of failure.

“We snuck all over the country to drive off-road trails. You name someplace really hard and we probably tested there with a mule,” says Repp.

“I suggested to executives Wolfgang Bernhard and Dieter Zetsche that this off-road package could do for Jeep what the Viper did for Dodge—it’s a performance image vehicle except our excitement happens at 3 mph instead of 150 mph,” says Repp.

The off-road package was finally approved for the 2003 model year and the Jeep marketing department came up with the smart “Rubicon” name. Yet those outside the project still weren’t convinced the model would be a hit and predicted a sales volume of 2,500 to 3,000 units per year. They were wrong. Even before the $24,995 base pricing was announced, Repp says Jeep had orders for 9,800 Rubicons. There was clearly untapped demand for a hardcore Jeep model.

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We drove those first Wrangler TJ Rubicons on the Rubicon Trail and found them so much more capable than other Wranglers at the time. The Dana 44 front and rear axles were almost overkill for the relatively small 31-inch tires but both differentials could be locked with the push of a button—a feature only the Mercedes-Benz G-Wagen had at the time. The rear diff, when unlocked, also doubled as a limited-slip. It’s a feature that’s unique to that first generation Rubicon. The stock transfer case’s 2.72:1 gearing was replaced with 4.0:1 gears, so the Jeep could creep more slowly over rocks. The TJ Wrangler is much smaller than the later JK and current JL models. So the slim-bodied TJ with its short 93-inch wheelbase was easy to maneuver around tight spots on the Rubicon, slipping right through some of the rougher sections. Still without protection, the rocks would have ripped into that TJ’s bodywork.

Repp says engineer Yegge was the one who lobbied for the protective steel rock rails along the bodyside. When the corporate finance guys learned of the cost, they wanted to make them out of plastic to save money. Repp says only when they saw that the material would crack under the full weight of the vehicle compressing them on a rock, did they relent and approve the more expensive steel rails. Good thing, because on the Rubicon Trail, our Jeep TJ spent plenty of time on those rails. The original Rubicon was low to the ground. And while the 245/75R16 mud tires had excellent traction they were still a little short for this trail. Repp says a taller suspension to fit larger tires was shot down by the company’s lawyers.

Unlike later Rubicons, the original didn’t have swaybar disconnects to free up wheel travel. So on many of the Rubicon’s off-camber climbs, a front tire would lift into the air. This was exciting and made for great photos but a little unnerving too. And with one tire frequently off the ground, those differentials were often locked. There was quite a bit of bashed metal underneath the chassis on that trip. Our fuel tank skidplate was severely dented and the bumper end caps were mangled. Regardless, the little Jeep survived the trail. And the success of that first Rubicon model, which ended production in 2006, proved a hardcore Jeep Wrangler model should always have a place in the lineup.

2018 Jeep Wrangler JL Rubicon first drive review Photo 11 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 22 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 33 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 44 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 55 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 66 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 77 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 88 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 99 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 1010 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 1111 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 1212 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 1313 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 1414 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 1515 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 1616 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 1717 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 1818 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 1919 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 2020 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 2121 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 2222 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 2323 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 2424 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 2525 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 2626 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 2727 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 2828 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 2929 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 3030 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 3131 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 3232 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 3333 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

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2018 Jeep Wrangler JL Rubicon first drive review Photo 3434 of 35We tested a handful of 2018 Jeep Wrangler JL Rubicons in sheep-spotted backcountry of New Zealand’s beautiful South Island. We didn’t work much on-road driving into our expedition, but given how capable these machines are off-road, it’s tough to complain.

One look at the next-generation 2007 Wrangler, code-named JK, and it was clear what the focus groups told Jeep: Make it bigger. The JK Wrangler was a full 5-inches wider than the old TJ and it was finally available as a longer four-door Unlimited model, which of course led to a dramatic sales increase.

“The first thing we did was benchmark the original TJ Rubicon,” says Repp. “It had to be at least as capable as that Jeep. But really, we wanted it to be better than that TJ. And it was.”

Though the new Jeep was bigger in every dimension, the JK Rubicon had a new feature that would push its capability beyond the old model: The addition of an electronic disconnecting front swaybar meant that at the push of a button, the Jeep’s suspension was able to flex dramatically—far better than with the swaybar attatched. And that helped the tires maintain traction in places where the old TJ would lift a wheel off the ground. The increased axle articulation and wheel travel actually reduced the need to engage those locking differentials to maintain traction.

“We were able to co-develop the swaybar disconnect with the Dodge Power Wagon team,” says Repp. “And nothing else could touch that Rubicon in terms of rock crawling.”

In the run-up to the 2017 LA Auto Show and throughout its debut, Jeep has detailed just about everything on the all-new 2018 Wrangler JL (or just JL if you want to sound cool around Jeep enthusiasts), ...

The new Rubicon was an excellent performer on the trail thanks in large part to that disconnect system. A few of its graceful moves came from the new electronic throttle, which had a more relaxed pedal progression than the old cable throttle in the TJ. That helped ease the JK over steep and treacherous off-road obstacles with just the right amount of pedal pressure. The JK Wrangler Rubicon was a big vehicle and Repp says the team wanted to fit a big 33-inch tire. However, because the wheel openings just wouldn’t allow them to work without fender contact, they settled on a BF Goodrich Radial Mud-Terrain T/A size that measured just over 32 inches tall.

From behind the wheel, the JKs improvements were clear. The increased wheel travel, taller tires and relaxed throttle made the Jeep a better crawler. However the hefty dimensions of the Wrangler itself decreased maneuverability and parts of the trail required three-point turns—especially when driving the 114-inch wheelbase Unlimited Rubicon. Still, like the original, this Rubicon’s capability put it in a class of one amongst other four-wheelers. The JK Rubicon was in service for over a decade was immensely popular and established a robust aftermarket for Jeep Wrangler parts that far exceeded anything that had come before.

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The 2018 Wrangler Rubicon

The all-new JL-generation Rubicon may not look revolutionary compared to the outgoing model, but the upgrades under the skin have made profound improvements in the rig’s performance. The new Jeep has a longer, stronger and stiffer frame with heftier axles hanging below that are more resistant to bending and filled with stouter components. The bodywork has better approach and departure angles and crucially, the wheel wells have been carved out to accommodate larger tires. Speaking of tires, the 285/70R17 BF Goodrich All-Terrains are a full 33-inches tall and a good deal wider than the old ones too. And on this trail that meant driving right over rocks that might have grabbed the differentials of past Rubicons.

For the first time, the Rubicon’s crawl ratio (how slowly it can drive on the trail) has been boosted too. In short, the deeper first gear in the two new transmissions allow the Jeep to travel the trail with a bit more control than ever before. But hey, this is still a stock vehicle and the Rubicon Trail is still very tough. So that metal-on-rock soundtrack isn’t completely gone. On our adventure, the body damage was minimal. But every one of the Jeeps in our group had a taco’d exhaust tip and at least some rock rash on the rear bumper by the end of our two-day trek.

The standard 3.6-liter V6 (introduced back in 2012) is still a solid engine and can be optioned with a six-speed manual transmission or the newly available eight-speed automatic. But the new 2.0-liter turbocharged four-cylinder is the real gem. The torque (295 lb-ft.) builds low in the rev range and feels like it peaks sooner than the V6—precisely what you want on the trail.

The 2018 Jeep Wrangler JL Rubicon is as good on the trail as it looks on paper -- something we discovered in our first drive review. But there's more to its chops than extra ground clearance and ...

Though the new Rubicon is taller with much more clearance (almost 11 inches under the axles), the trickiest parts of the trail require precise tire placement to avoid damage. And the redesigned steering system with its tighter turning ability is a big help here. Many of those three-point turns are no longer needed, which is impressive considering the wheelbase has been stretched by almost 1.5-inches on the two-door and 2.4-inches on the Unlimited model.

Another indication that the JL is a better trail vehicle? The reduced need for locker use. The first time we did the Rubicon in the original TJs, we used the rear locker nearly the entire trip and locked the front differential at the approach to practically every boulder. Even the next-generation JK Rubicon required frequent use of both electric locking differentials for true four-wheel drive. But this time, we drove a good portion of the trail with both axles unlocked. The rear locking differential was used sparingly and the front locker was only engaged a handful of times. And though the Rubicon’s tires are larger than any before, they actually have a milder tread pattern—and they were set to street pressure. Just imagine if this new Rubicon wore more aggressive mud tires.

Tellingly, the Jeep team themselves seemed to be less concerned with bending metal on this trip. The Jeep Jamboree USA Trail Guides only provided guidance at the worst (best?) parts of the Rubicon. The rest of the trail, including plenty of technical sections, were left to our own judgement and skill. Daring on Jeep’s part? Perhaps. But the somewhat relaxed approach to driving the trail was likely related to just how much better the JL Rubicon performs. The same sections, driven in a TJ or JK Rubicon could have easily resulted in a bent or stuck Jeep.

The all-new JL Wrangler is clearly a better Rubicon than any that has come before. The upgrades move the Wrangler just a little closer to the capability of a modified Jeep. Yet the evolution of the Rubicon model is far from over. For the first time, a torque-rich turbo-diesel is coming next year. And Jeep fans are excited for the new Wrangler based truck arriving soon after. That longer wheelbase and pickup box should add a new level of hauling ability the Wrangler has never had before. It’s probably a safe bet to assume Jeep will offer a top level Rubicon model. And we’ll be first in line to try it on the trail.